System for cooling power generation system of a locomotive

ABSTRACT

A system for cooling a power generation system of a locomotive. The power generation system includes an alternator and an engine system. The alternator is coupled to the engine system. The engine system comprises one or more components. The system includes a fan providing air flow, a first sensing module to determine a first temperature of the alternator, a second sensing module to determine a second temperature of the one or more components of the engine system, and a controller. The controller regulates the air flow based on the first temperature and the second temperature.

TECHNICAL FIELD

The present disclosure relates generally to the field of locomotives. In particular, the present disclosure relates to a system for cooling components of a locomotive.

BACKGROUND

Machines have several components generating heat during their operation. The components may include engine systems, alternators and auxiliary motors driving fan(s)/blower(s). When the heat generated by these components reach their respective thermal limits, the components can start malfunctioning or a complete breakdown/failure of the component eventually takes place.

The heat generated must be regulated by either using components generating less heat and/or by making heat dissipation more effective. The use of components generating less heat is both costlier and demanding as it requires regularly replacing/updating systems for changes in power requirement. In general, primary cooling systems having a radiator type arrangement are used to dissipate heat being generated by the component. Sometimes, the component may generate excess heat and thus secondary/additional cooling systems are required. The secondary cooling systems improve the overall cooling while affecting the overall efficiency of the machine. This requires making the secondary cooling system more efficient. Regulation of the blower/fan of the secondary cooling systems is a very important step for their effective and efficient working.

Korean Patent Application No. 1020120144407 discloses a fan device for engine room of a ship. The document discloses the fan device including the engine room fan, the purifier room fan and the diesel generator room fan. A temperature and a pressure sensor are installed in the engine room and another temperature sensor is installed in the purifier room. The engine room fan, the purifier room fan, and the diesel room fan are operated at the maximum speed when the temperature of the engine room is over a desired top temperature. The engine room fan, the purifier room fan, and the diesel generator room fan are operated in a variable speed mode at a speed lower than the maximum speed when the temperature of the engine room is below a desired temperature.

SUMMARY OF THE INVENTION

The present disclosure provides for a system for cooling a power generation system of a locomotive. The system includes an alternator and an engine system having one or more components, wherein the alternator is coupled to the engine system. The system further includes a fan, a first sensing module determining a first temperature of the alternator, a second sensing module determining a second temperature of the one or more components of the engine system and a controller. The fan is configured to provide an air flow for cooling the alternator and the engine system. The controller is in communication with the first sensing module and the second sensing module. The controller regulates the air flow based on the first temperature and the second temperature.

The present disclosure further provides for a locomotive. The locomotive includes an engine system having one or more components, an alternator coupled to the engine system, a fan configured to provide an air flow for cooling the alternator and the engine system, a first sensing module determining a first temperature of the alternator, a second sensing module determining a second temperature of the one or more components of the engine system, and a controller. The one or more components of the engine system are positioned proximate to the alternator. The controller is in communication with first sensing module and the second sensing module. The controller regulates the air flow based on the first temperature and the second temperature.

In yet another aspect, a method for cooling a power generation system of a locomotive is disclosed. The method includes providing an air flow for cooling an alternator and an engine system using a fan. The method further includes determining a first temperature of the alternator using a first sensing module. The method further includes determining a second temperature of one or more components of the engine system using a second sensing module. The method further includes providing the first temperature and the second temperature to a controller. The method also includes regulating the air flow from the fan by the controller based on the first temperature and the second temperature.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a side view of a locomotive in accordance with an embodiment.

FIG. 2 illustrates a partially enlarged view of the locomotive in accordance with an embodiment.

FIG. 3 illustrates a schematic view of a system for cooling a power generation system in accordance with an embodiment.

FIG. 4 illustrates a method to operate the system for cooling the power generation system of the locomotive in accordance with an embodiment.

DETAILED DESCRIPTION

Reference will now be made in detail to embodiments of the invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts.

FIG. 1 illustrates a machine 100. In an embodiment, the machine 100 is a locomotive. The locomotive 100 may include diesel-fueled electric locomotive or dual-fueled electric locomotive. The locomotive 100 may include single locomotive, multiple locomotives, a train moved by single locomotive, a train moved by multiple locomotives and any other arrangement of locomotives. As shown in FIG. 1, the locomotive 100 may include a system for cooling 102 (not shown). The locomotive 100 may further include first compartment 104, a fan 106 positioned in the first compartment 104, a power compartment 108, a power generation system 110, one or more wheels 112, one or more traction motors 114, and a controller 116. The fan 106 may provide an air flow 107 (shown in FIG. 3) for cooling the power generation system 110. In an embodiment, the fan 106 may include plurality of fans (not shown). The power compartment 108 may include an engine room 118 (best shown in FIG. 3) defined by an engine room partition 120. The power generation system 110 may include an alternator 122 and an engine system 124. The controller 116 includes a microprocessor or any other computing unit capable of digitally processing data and/or instructions. The word processing may include sending, receiving, determining, calculating, synthesizing or computing data and instructions. The controller 116 may also include multiple microprocessors arranged/combined in a series or parallel manner. The controller 116 may also be an engine control module (hereinafter ECM), a machine control module or any other control panel/console capable of processing data and/or instructions. It may be noted that location of the controller 116 may be anywhere on the locomotive 100 and may not affect the overall working of the power generation system 110.

As shown in FIG. 1, the alternator 122 may provide power to the traction motor 114 and/or may be used to provide auxiliary power or head end power. The alternator 122 may be coupled to the engine system 124 and driven by it. In an embodiment, the alternator 122 is positioned upstream of the engine system 124. A first sensing module 126 (shown in FIG. 3) may be configured to determine a first temperature of the alternator 122. In an embodiment, the first sensing module 126 may include plurality of sensing modules. The first sensing module 126 may be a temperature sensor including thermocouples, resistive temperature devices, infrared radiators, bimetallic devices, liquid expansion devices, change-of-state sensors, or silicon diodes. The alternator 122 may be coupled to the fan 106 via one or more conduits 128. In an embodiment, the conduit 128 may include the fan 106 in an inline arrangement (not shown).

As illustrated in FIG. 1, the engine system 124 may include one or more components 130 (shown in FIG. 2). The component 130 may include an aftercooler (not shown), a turbocharger (not shown), an exhaust gas recirculation (hereinafter EGR) unit/piping (not shown) and other such devices coupled to/associated with the engine system 124 and/or complimentary/essential for its operation. In an embodiment, the component 130 is positioned proximate to the alternator 122. A second sensing module 132 (shown in FIG. 3) may be configured to determine a second temperature of the one or more components 130. In an embodiment, the second sensing module 126 may include plurality of sensing modules. The second sensing module 132 may be a temperature sensor including thermocouples, resistive temperature devices, infrared radiators, bimetallic devices, liquid expansion devices, change-of-state sensors, or silicon diodes.

FIG. 2 shows a partially enlarged view of the power generation system 110 of the locomotive 100 (not shown). As shown, the alternator 122 may be housed within an enclosure 134. In an embodiment, the enclosure 134 provides a flow path for the air flow 107 (shown in FIG. 3) being provided by the fan 106. In an embodiment, the alternator 122 is positioned upstream of the engine system 124. The enclosure 134 also protects the alternator 122 from any external agents like dirt, moisture etc. The enclosure 134 may further act as an acoustic reduction element and thus may contain acoustic proofing material. This may help in keeping the noise of the engine room 118 (shown in FIG. 1) below an acceptable/allowable/targeted level. Further, the enclosure 134 prevents any harmful interaction of a repair personnel during regular servicing of the locomotive 100. The enclosure 134 may be made of cold rolled or hot rolled sheets made of steel or other material suitable for this purpose. The enclosure 134 may be made by molding, casting, welding or such manufacturing/industrial processes, including three dimensional printing.

As illustrated in FIG. 2, the enclosure 134 may also have one or more openings 136 permitting the air flow 107 (shown in FIG. 3) to reach the engine system 124. The air flow 107 from the fan 106 first flows through the enclosure 134, that is, through the alternator 122. The air flow 107 then may reach the component 130 via the opening 136. The opening 136 may be made in a particular shape such as rectangular, circular, and triangular or any combination of such geometrical shapes. The opening 136 may be further made as a louvre, a slat or as a venetian blind and may be movable or fixed. The opening 136 may be arranged in a fashion to ensure ample flow to the engine system 124. The air flow 107 is provided via the conduit 128. The conduit 128 may be made of a single conduit or a group of conduits. The conduit 128 may further include an inline arrangement (not shown) of the fan 106 for strengthening/supporting the air flow 107 to the alternator 122 and the engine system 124.

As shown in FIG. 2, the alternator 122 is coupled to the engine system 124. The engine system 124 may include one or more components 130. The component 130 may include an aftercooler 138, a turbocharger 140, an exhaust gas recirculation (hereinafter EGR) unit (not shown) and other such devices associated with the engine system 124, and/or complimentary/essential for its operation. In an embodiment, the component 130 is positioned proximate to the alternator 122.

FIG. 3 shows a schematic layout of the system for cooling 102 power generation system 110 of the locomotive 100 (not shown). As shown, the engine system 124 may be positioned inside the engine room 118 of the power compartment 108 (not shown). The alternator 122 is coupled to the engine system 124 and placed partially inside the engine room 118. In an embodiment, the alternator 122 is positioned upstream of the engine system 124. The fan 106 is coupled to the alternator 122 via the conduit 128. The first sensing module 126 is placed to determine the first temperature of the alternator 122 and the second sensing module 132 is placed to determine the second temperature of the component 130 of the engine system 124 respectively. The controller 116 may be in communication with the first sensing module 126, the second sensing module 132 and the fan 106. It may be noted that the first sensing module 126, the second sensing module 132 and the controller 116 are shown to be placed on symbolic positions only and their positions may differ according to the requirement and constructions of the system for cooling 102 power generation system 110. The air flow 107 to the engine system 124 is shown using arrows.

INDUSTRIAL APPLICABILITY

The present disclosure discloses the system for cooling 102 the power generation system 110 of the machine 100. The disclosure provides for regulation of the air flow 107 by the controller 116. The disclosure provides for the first sensing module 126 and the second sensing module 132 determining the first temperature of the alternator 122 and the second temperature of the component 130 respectively. The controller 116 is in communication with the first sensing module 126 and the second sensing module 132 to regulate the air flow 107 provided from the fan 106.

In an aspect of the present disclosure, the fan 106 is coupled to the alternator 122 via conduit 128. The opening 136 in the enclosure 134 permits the air flow 107 to reach the component 130 of the engine system 124. In an embodiment, the alternator 122 is positioned upstream of the engine system 124. In other words, the air flow 107 first passes through the alternator 122. The air flow 107 from the fan 106 is regulated by the controller 116 using the first temperature and the second temperature. This helps in effective cooling of the component 130 as the fan 106 is not slowed/stopped only on the basis of the first temperature of the alternator 122. During certain operating situations like during idling of the locomotive 100, the first temperature of the alternator 122 is below a lower threshold temperature and thus the fan 106 is either slowed or stopped in existing systems. As the same air flow 107 is also used to cool the component 130, the present system for cooling 102 regulates the air flow 107 based both on the first temperature and the second temperature. This will ensure more efficient cooling of the power generation system 110.

Further, in an embodiment, the component 130 is positioned proximate to the alternator 122. By taking in account the proximity of the component 130 as a parameter for regulating the air flow 107, the chances of the overheating of the component 130 is reduced. This eventually leads to enhanced accuracy of the system for cooling 102 the power generation system 110. Further, there is only one additional parameter added for regulation of the air flow 107 that is the second temperature of the component 130. This provides for no extra usage of the existing memory/processing power. Consequently, there is no noticeable lag after retrofitting any existing power generation systems.

In an aspect of the present disclosure, the air flow 107 provided by the fan 106 is regulated. In an embodiment, the air flow 107 is regulated by regulating the speed of the fan 106. The controller 116 may regulate the air flow 107 by regulating the speed of the fan 106 based on the first temperature and the second temperature. One may note that the air flow 107 from the fan 106 may be also regulated by using other methods. One of such methods may be by regulating the air flow 107 reaching the component 130 of the engine system 124 by controlling the opening 136 of the enclosure 134. Thus the opening 136 may be fully or partially opened based on the first temperature and the second temperature. Another method could be by redirecting the air flow 107 away from the engine room 118 based on the first temperature and the second temperature. This helps in standardizing the application of the system for cooling 102 as per the cost, availability of space, applicability of the working environment and like aspects of any existing power generation system.

In another aspect of the present disclosure, the regulation of the air flow 107 is done by the controller 116. The controller 116 uses the first temperature determined by the first sensing module 126 and the second temperature determined by the second sensing module 132. Thus, the system for cooling 102 requires only one change in hardware of existing systems for cooling and that is the addition of the second sensing module 132. This reduces the additional cost required to retrofit any existing systems for cooling. Further, adding only one additional hardware element does not add any complexity in the existing systems.

In yet another aspect of the present disclosure, a method 400 for cooling the power generation system 110 is disclosed. Referring to FIG. 4, the method 400 includes following steps. In step 402, the air flow 107 is provided to the alternator 122 and the engine system 124 using the fan 106. In step 404, the first temperature of the alternator 122 is determined using the first sensing module 126. In step 406, the second temperature of the one or more components 130 of the engine system 124 is determined using the second sensing module 132. In step 408, the first temperature determined by the first sensing module 126 and the second temperature determined by the second sensing module 132 is provided to the controller 116. In step 410, the air flow 107 from the fan 106 is regulated by the controller 116 based on the first temperature and the second temperature. 

What is claimed is:
 1. A system for cooling a power generation system of a locomotive, the power generation system includes an alternator and an engine system, the alternator coupled to the engine system, the engine system comprising one or more components, the system comprising: a fan configured to provide an air flow for cooling the alternator and the engine system; a first sensing module configured to determine a first temperature of the alternator; a second sensing module configured to determine a second temperature of the one or more components of the engine system; and a controller in communication with the first sensing module and the second sensing module, the controller is configured to regulate the air flow from the fan based on the first temperature and the second temperature.
 2. The system of claim 1, wherein the one or more components are positioned proximate to the alternator.
 3. The system of claim 1, wherein the one or more components include an aftercooler.
 4. The system of claim 1, wherein the one or more components include a turbocharger.
 5. The system of claim 1, wherein the air flow from the fan is regulated by regulating a speed of the fan.
 6. The system of claim 1, wherein the alternator is positioned upstream of the engine system.
 7. The system of claim 6, wherein the alternator is housed within an enclosure, the enclosure having one or more openings permitting the air flow to reach the engine system.
 8. A locomotive comprising: an engine system comprising one or more components; an alternator coupled to the engine system; a fan configured to provide an air flow for cooling the alternator and the engine system; a first sensing module configured to determine a first temperature of the alternator; a second sensing module configured to determine a second temperature of the one or more components of the engine system, wherein the one or more components are positioned proximate to the alternator; and a controller in communication with the first sensing module and the second sensing module, the controller is configured to regulate the air flow from the fan based on the first temperature and the second temperature.
 9. The locomotive of claim 8, wherein the one or more components include an aftercooler.
 10. The locomotive of claim 8, wherein the one or more components include a turbocharger.
 11. The locomotive of claim 8, wherein the air flow from the fan is regulated by regulating a speed of the fan.
 12. The locomotive of claim 8, wherein the alternator is positioned upstream of the engine system.
 13. The locomotive of claim 12, wherein the alternator is housed within an enclosure, the enclosure having one or more openings permitting the air flow to reach the engine system.
 14. A method for cooling a power generation system of a locomotive, the power generation system includes an alternator and an engine system, the alternator coupled to the engine system, the engine system comprising one or more components, the method comprising: providing an air flow for cooling the alternator and the engine system using a fan; determining a first temperature of the alternator using a first sensing module; determining a second temperature of the one or more components of the engine system using a second sensing module; providing the first temperature and the second temperature to a controller; and regulating the air flow by the controller, based on the first temperature and the second temperature.
 15. The method of claim 14, wherein the one or more components are positioned proximate to the alternator.
 16. The method of claim 14, wherein the one or more components include an aftercooler.
 17. The method of claim 14, wherein the one or more components include a turbocharger.
 18. The method of claim 14, wherein the air flow provided by the fan is regulated by regulating a speed of the fan.
 19. The method of claim 14, wherein the alternator is upstream of the engine system.
 20. The method of claim 19, wherein the alternator is housed within an enclosure, the enclosure having one or more openings permitting the air flow to reach the engine system. 